Internal combustion engine



Aug. 4, 1931.. I v F, R.'HIGL EY INTERNAL-COMBUSTION ENGINE I FUedHJanI-YM 1928' 5 Sheets-Sheet 1 a; fin-.1.

Aug. 4, 1931. F. R. HIGLEY INTERNAL comsusuow ENGINE Filed Jan. 14. 1925 5 Sheets-Sheet B Z 45 A J 39 44 T- 3 4, IE. 1 44 1 L. 9 J

, as f 40 4 37 v 36 2 3 t I' 8 7 36 39 g a 42 7 l gwuzwkoc l Aug. 4, 1931. F. R. HIGLE4Y 1,317,624

INTERNAL COMBUSTION ENGINE FiledJan. 14, 1928 s Sheets-Sheet 4 \U m: v u k Willi.

Aug. 4, 1931. 1 F. R. HIGLEY INTERNAL comaus'non ENGINE Filed Jan. 14. 1928 5 Sheets-Sheet 5 -L rill/1r UNETE TS FFCE FRANK-R. -HIGLEY, OF CLEVELAND "HEIGHTS, QI-IIO INTERNAL COMBUSTION ENGINE Application. filed January 14, 1328. Scria1 No. 246,795.

This invention relates to internal comlines the relative position of the valve .ports bustion en ines and more articularl' to overl 71110 said surface F1 6 1s a transb L 1 t]. b such engines or tne type having a valve verse sectional elevation of a portion of the arranged for rotation in each cylinder thereengine showing an optional form of cylinder .5 of. Generally, the invention herein comhead providing a modified form of combusprises improvements in the valve and artion chamber, this view corresponding to rangement set forth in my co-pcnding apthat of Fig. l but showing .the valve posi plication,'Serial No. 231,025, filed November tioned as at the instant of ignition; Fig. '7 d, 1927, to which reference may be had. is a view looking upwards upon the parts The objectsof the present invention are as indicated in "Fig. 6; Figs. 8 to 11 inno brieflyto provide a simplified port arrangeclusive are detail views showing a modified ment,to provide an improved form of comform oI valve driving connection; 'Figs. 8 bustion chamber in connection therewith, to and 9 being in horizontal section, Fig. 10 provide means for protecting the cylinder in vertical section and Fig. 11 being in 1' wall portion adjacent the exhaust port, to elevation as looking radially outwards of provide improved means for mounting the the valve. valve and particularly for actuating the With reference now to the drawings, the valve, whereby improved port opening and principal parts of the engine and their arclosing characteristics may be obtained, and rangement are generally similar to the disto provide an improved cylinder block arclosure of my co-pending application, to Z0 rangement whereby the upper half of the which reference has been made, and comcrank case of the engine may, if desired, be prise a cylinder block 1 having integral cast integral with the cylinder block. therewith water jacket walls 2 and prefer Further objects and advantages of my ably a portion 3 forming the upper half of invention will be apparent from the followthe crank case, as is common practice in the ing description taken in connection with art. I "The block 1 is provided with a number the accompanyin drawings, in which Fig. of cylinder bores or cylinders 5, 5, 5"

1 is a transverse sectional elevation taken and so on, these bores extending vertically through the center line of one of the through the upper portion of the block and cylinders of an engine in which my inventhrough an integral bearing portion 6 sup-"L tion is incorporated, as along the line ll, ported as by webbing 7, a number of pillars Fig. 2, parts being broken away to show 8 extending upwards of the webbing 7 and details of construction; Fig. 2 is a horito webs 9 which form the lower closure mem- 'zontal section through three of the cylinders bers of the water jacket portion of the block. 3 0f the engine in the plane of the valves, as Each cylinder has a peripheral opening bein the plane of line 22, Fig. 1, and showtween the members 9 and 7 as indicated at ing in dot-dash lines the location of the 10 for a purpose to be described, and the spark plugs in the cylinders; Fig. 3 is a blockhas a longitudinal opening 48 extendsimilar horizontal section through the valve ing along one side adjacent the openings 10. actuating means as in the plane of line Each cylinder has three ports 11, 12, 13,

3- 3, Fig. 1, parts of one 0'1": the ring gears (11, 12, 13, 11', 12', 13) adjacent its being broken away to show details of the head end, all of the ports lying on one side supporting means therefor; Fig. 4c is a of the common diametrical plane and leadvertical longitudinal section taken as in the ing each through a suitable passage indi- :plane of line 44:, Fig. '2, but with the cate-c as at 14, 15, 14, 15x15, 16, 16, and

valves removed; Fig. 5 is a development of so on, to a lateral facel? of the block adjathat portion of the cylinder surface incent ports of each pair of cylinders'lea'ding eluded in Fig. '1, showin arrangement and through the common passage 14, 16-asindi details cf portions of tie valve actuating cated,"l i-g;2. The cylinderports are-longirand supporting meana, and in dat id a'sh tudinally elongated and, =-circurnferentiaiLyw l spaced in the head end of the cylinder walls. The passages 15 are directed upwards and terminate in face 17 in generally equilateral openings as indicated, Figs. 1 and l, and the passages 14 and 16 are directed somewhat downwards and terminate also in equilateral openings. The arrangement of the openings of these passages in the face 17 is such that an intake manifold may conveniently have connection between a carburetor and the passages 14 and 16, and an exhaust manifold have connection with the passages 15, all as will. be understood by one familiar with the art.

The cylinders terminate upwardly in the upper face 18 of the cylinder block, upon which is seated a gasket 19. For each cylinder a head member, or cylinder head 20, is provided, having a flange 21 seating on the gasket 19 peripherally of the cylinder and thus secured, as by bolts 22. rlach cylinder head has an opening 23 adapted to re ceive the usual spark plug, and extending about and upwards thereof a portion 24-. the upper extremity of which is threaded to receive a nut 25. A water jacket closure member 26, apertured to receive the portions 2 of the cylinder heads and adapted. to seat peripherally of the cylinder block upon the gasket 19, is maintained as shown in Fig. 1 by the nuts 25 of the several cylinder heads. It will be understood that a water inlet through the acket wall 2 and a water outlet through the member 26 is provided whereby circulation of cooling water may be maintained in the usual manner.

lVithin each cylinder is a sleeve valve 27. In each valve is arranged for reciprocal movement between the dot-dash lines 28 and 29, a piston 50, having connection through a wrist pin 51 and connecting rod not shown, with the crankshaft of the engine, the same bcin of well known construction anl a rangem nt.

Each cyl ader head has a depending por tion 30 extending within its valve and terminating in a transverse face 31 just clearing the head of its piston in highest position. The depending portion of each cylinder head is cut away, as shown in Figs. 1 and 2, to form a face 32 extendin longitudinally of the cylinder and of curvature corresponding with the inner surface of the valve, the remaining depending cylinder head portion masking that portion of the valve at the elevation of the cylinder ports and not overlying the cylinder port area. vEach valve has three eqni-spaced ports 33 located in the plane of the cylinder ports. The cylinder ports 11 and 13 are spaced. correspondingly with the valve ports, whereby they will be opened and closed simultaneously by successive pairs of valve ports. Both the cylinder ports and valve ports are of substantially equal longitudinal dimension. As shown the cylinder ports 11 and 13 are somewhat less in lateral dimension than are the valve ports and the cylinder ports 12 are somewhat greater in lateral dimension. It will be understood, however, that the exact spacing and dimensions of the cylinder ports relative to those of the valve ports may vary somewhat from the showing herein in accordance with engine operating characteristics desired.

The lower portion of each valve extends dow' wards through its cylinder bore and projects below the corresponding bearing member 6 of the cylinder block, as inc icated in Fi 1; and is provided with three equally spaced circular openings 3%, notched upwardly as indicated at the notches 35 forming slots extending longitudinally of the valve.

Seating upon each bearing portion 6 of the cylinder block is a ring 38 having spaced at 120 apart three radial generally circular notches In each notch is a roller 37, a portion less than 180 of waich projects above the upper surface of the ring 38, each roller having a portion of its inner end hearing against the valve below the plane of the openings 3 1- wheroby inward radial movement of the rollers is prevented. About each ring is a circular clip or band 410 which to prevent outward radial movement of the rollers. The rings 38 are secured from rotation in any convenient manner, preferably so that the relative positioning of the rollers is the same for each cylinder and indicated in Fig.

Seating upon the rollers about each valve a ring gear l1 having teeth 12, and the lower surface of which is finished to form a cam l3 bearing on the rollers. Each ring gear provided with three equally spaced inwardly extending circular depressions of diameter corresponding to that of the valve openings 3 1.

In each depression lfl fits an enlar ed cylindrical head portion of a plug or button 39 having a concentric key portion of smaller diameter projecting inwards to engagement with the valve 27 in one of the notches 35, whereby each valve is supported by its ring gear and is in driven relation therewith. Inward radial movement of each set of three buttons is prevented by engagement of their head portions with the outer valve surface, and the length of the key portions is slightly less than the valve thickness whereby they underlie the inner valve surface and will thus clear the 1 1Sb011 moving therealong.

The cylinders are preferably so spaced that the teeth of each alternate adjacent r of ring gears l1 mesh as indicated in Fi Longitudinally extending along and within the cylinder block and in the plane of the ring gears 11 is a shaft d5. On this shaft ing i therewith. rotatably secured :on the shaft by li'eys '47 opposite each ring gear is a pinion 746 mesh- The pinions 46 are non- -been made, and it is sufficient hereto state that each pair of keys serves as spacing :means between its *pairof pinions whereby "the pinion pair may' moveas a unit longr tudinally of the shaft45 so as to equalize tooth loads between each pinion of-the pair and its ring gear. The teeth :of :the ring gears and of the PHHODS are helically *arranged,-preferably at 45 as indicated, and

the direction of rotation .of :the gpinionsris 'zmotlon; so ithatthe speedio'frotatlon ofthe --r1ng gears and thereforeofzthew valves will clockwis Fig. '21, whereby rthe thrust of the teeth will tend to maintain each pinion in abutting rela'tion with its acentkeys, and likewise will:tenchtoanaintain each ring gear seating upon its set i of rollers 3.7

The operation of 1tl16*61lgl119 will be as ifollows:-:B1uefiy, rotation-of the crank, mot shown, as effected 1n the usual manner by :explosion ,pressuresigenerated in timed re- 'lation in'rthe combustion chambers of the several cylinders and actinguponthe piston heads, .as will the :well understood by one familiar "with the .art. The shaft 145 has suitable connection with the crankshaft to she lClflVGIl thereby 1n a clockwise direction,

- crankshaft; in :the engine illustrated, the

gear ratio between the crankshaft and the shaft45 being one and one-half to one and the gear ratiobetween the .pinions and the .=ring gears being four2to one.

Specifically assuming the piston of any cylinderzat thetop of its stroke, at vthe end of the :exhaust stroke, the valve thereof is timed whereby one ofthe valve ports will lieapproximately,midway between the cylinder ports 12 and 13. As rotation 'ofthe crankshaft causes the piston to :move downwardly, the valve progresses to uncover simultaneouslyithe twointake ports .11 and l3 of thecylinder and a charge is induced into the cylinder. t the beginningof thc succeeding upward stroke of thepistomthe valve progresses to close simultaneously the intake ports, and the exhaustportbeing also closed, the contents of the cylinder are compressed between the piston head and .the cylinder head. .As the piston reaches th top of its stroke a spark is effected in 'the :usu'al'manner'at the'terminals of the spark plug, the compressed charge is ignited and the piston forced downwardly under the resulting great combustion or expansion pressure. QAs the piston nears the bottom of this' power stroke *the valve progresses to uncover the exhaust port'12 which isiof su'flicient' size to remain uncovered .during the succeeding upward stroke of the piston during which time the products ofcombustionare forcibly ejected from :thecylinder.-

The four'strokecycle is thus completed and the operations described are repeated.

Each cam 43 .is a triple cam, i. e., :the contour formation :is-thrice repeated .on the periphery ofeach ring gear. The result is that at all times each ring gear will :bear

upon each of its set of rollers, and when rotated'by its pinion will receive a relatively slight longitudinal motion, allowed by the :overhead clearances 52. Since vthe :gear teeth-are helical, longitudinal ringigear motion effected by such cam action will aproducc corresponding rotational variations of receive increments and decrements according to the cam formation provided. The cam contours and'the timing of the parts .are such'that the increments .will beapplied iidway overlying-the. adj acent cylinder port edgesg'whereby eachvalveis at its maximum speed during both :port opening and closing operations. And, likewise, the arrangement is preferably such that each valve will be at its -minimum rotational speedat such in stants when each cylinderport 1s ifullyopen. Preferably also, in order to reduceithe maximum :tooth load, ,a .maximum decrement pe-" riod iis arrangediat the instant of ignition or of maximum combustion chamber pressure. The result is that a much improved valve characteristic is obtainable over that possible with a simple constant rotational valve speed.

A further advantage is that the relatively slight longitudinal valve motion effectively serves to prevent cutting of the valves against their seats in the cylinder walls.

By the cylinder head arrangement and ro )ortions indicated. :it will .be observed that each combustion chamber is substantially :equrdimcnsional in two planes, 1. e.

in the vertical and lateraldi-rections; and

is substantially symmetrical about a vertical plane longitudinal with. the cylinder block. It will be noted alsothat the spark plug location is precisely centralwvith respect to the horizontalsection ofthecombustion chamber.

Further, alliof the fixed combustion chamber walls have curvature .-approxim-ating aspherical formation. .Thus

" direction of: entry :into-the combustiontchamto the valves in .maximum amounts .as the. -;functioning ports thereof are, preferably,

ber is such as to produce more or less of a pair of intersecting jets tangent to the curved longitudinal face of the cylinder head and impinging upon each other centrally of the face. l loreover, with reference to Fig. 1, the direction of inflow will be generally upwards and hence toward the location of the spark plug electrodes. Thus any tendency to stratification will be in favor of the richest or least dilution of mixture in the region of the spark plug electrodes. On the other hand, by employment of a single exhaust port there is the least resistance to out-flow of the products of combustion, and the least cylinder area surrounding the exhaust passage is exposed thereto.

By spacing the cylinder ports as indi cated, a maximum cylinder head masking eifect is possible, i. e., practically twothirds of the head end portion of each valve at the elevation of the cylinder ports is fully protected by its cylinder head from the heat of combustion. Further, the two intake ports of each cylinder being spaced at 120 apart, the unbalanced pressure effect on the valve is largely offset. Also, by employing the number and arrangement of cylinder and valve ports described, an ideal valve opening cycle is obtained. It is known in the art that it is possible to employ a higher exhaust gas velocity than inlet velocity. lVith the dimensions shown the inlet velocity will be about less than the exhaust velocity, which is an ideal condition here since inlet velocity is not relied upon to effect turbulence, turbulence being insured by the transverse face of the cylinder head cooperating with the piston head, as fully described in my copending application, to which reference has been made.

The dimensions of the ports longitudinally of the cylinder being so much greater than the port widths, the port openings are not particularly affected by the relatively slight movement of the valve in the longitudinal direction.

In the modified form of cylinder head appearing in Figs. 6 and 7, the cylinder head is cut away so that the face thereof, instead of being of cylindrical form as the surface 32 in the type of head already described, is generally conical, the edges 58 of the head, however, being vertical and adjacent the inlet valve edges as before. The transverse face 31a is of considerably less area but still sutiicient to cooperate with the piston and effect the desired turbulence.

Adjacent the spark plug 23a is a finger 5% extending longitudinally of the cylinder within the valve and terminating approximately at the elevation of the face 31a. The finger 54: has a hollow in communication with the water jacket compartment whereby the same is cooled. In. Fig. 7 the valve 27a is shown substantially in its position at the instant of ignition. The finger 54: will be seen to extend peripherally along but clearing the inner face of the valve between an edge of the cylinder exhaust 12a and medially overlying the valve port 33a. Thus at the time of ignition any combustible gases lying within the port 33a will be burned before the valve is moved to progress its port 38a to overlie the finger 54. Thus when continued movement of the valve advances the port to open the ex haust valve, the finger 5a protects the exposed cylinder surface adjacent the exhaust port, and only products of combustion pass from the space within the port 38a into the exhaust passage.

In the modification shown in Figs. 8 to 11 the plugs or buttons 39a are substituted for the button 89, and are formed with their key portions located eccentrically of their head portions the key portions being in the shape of truncated cones each having its projected apex lying in the axis of the cylinder ween the parts are assembled. The notches 35a are tapered inwardly to "it the key portions as indicated, instead of having parallel sides as have the notches When this modified form of button is employed the valve is allowed a variant from the longitudinal irregularity of the ring gear movement, the buttons 39a shifting in their depressed seats a l and acting as links through which the valve is pulled. around by the ring gear whereby vibration due to longitudinal valve movement is much reduced.

Disassembly will be as follows: removal of any cylinder head and piston allows access to the corresponding valve which upon elevation to align the openings 3a thereof with the depressions 44 of its ring gear allows removal of the plugs 39 whereupon the valve may be withdrawn upwards from the cylinder. Removal of the valve releases the ring gear which may be moved latorally, rolling upon the adjacent ring gear with which it meshes, and outwards through the opening 4-8 (the cover 49 being removed) whereupon the roller assembly including the roller ring and band, may be inspected or removed and access had to the corresponding pinion.

What I claim is:

1. In an internal combustion engine, a cylinder having a pair of inlet ports adjacent the head end thereof, and an exhaust port therebetween, said cylinder ports being arranged adjacent the head end of said cylinder and grouped in a relatively small area, and a valve arranged for rotational movement in said cylinder and having ports equally spaced about the head end thereof, said head end thereof,. onea the 1, err; 624

2; In an internal combustion engine, a:

cylinder having ports arranged adjacent the of saida ports nmunicatin with an aust passage, e.

' n rota nai movement in said arrangl ip it; to control said ports, a d head for said cylinder having a pro ect on extend- ;ing adjacent said exhaust port and means for cooling said portion.

3. In an internal combustion engine, a cylinder, a valve arr god for rotational cylinder and having ports movement in d equally spaced about the head end thereof,

said cylinder having pair of intake port-s arranged to be opened and closed slmultaneously by two of said valve ports, and having an exhaust port between said intake ports,

por-

and ahead for said cylinder having a tion extending Within said valve and provided with a face extending between and alongside said intake ports and adapted to direct together streams of flow entering said cylinder through said intake ports, whereby a turbulence will be set up within said cylinder.

4;. In an internal combustion engine, a cylinder ha ing a combustion chamber por- @tion, and a pair of inlet ports arranged in a side Wall portion thereof, cylindrical valve means arranged to control said ports, a piston movable in said valve means, and a head for said cylinder having a portion extending within said valve means, and having a face extending between and alongside said ports, and adapted to direct together streams of flow entering through said ports to set up a turbulence in a transverse plane, and having a face adapted to cooperate with the head of said piston to set up a turbulence in longitudinal planes.

5. In an internal combustion engine having a ported combustion chamber portion, exhaust port area being appreciably less than the inlet port area, a valve arranged for revolution to control the ports, and driving means for said valve arranged to increase the speed thereof as the exhaust )ort area is o )ened and closed b the valve of said orts to mask that valve aortion therein and outside of said area, and cut away on the side of said area to f rm a face of concavity similar with that of said area and extending generally across said cylinder whereby combustion chamber symmetrical spaced thereabout in; the Zone of said cylind for saidcylinder nal a portionext ng within. said valve, a mask porticli of substantial volume projecting into said pent. zone to'mask, that val e portion thenein and outside of the cylinder pert area, andgcut-away'on the side of sa-ida-r ato form a concave face extend ing generally across said cylinder whereby a. combustion chamber having concave-walls is formed between: said; face and said. area;

8. In aninternal combustion. engine having, a ported: surface and: a valve arranged for rotary incitement to control: the port thereof, driving means for said valvev and including rotating members having helical interengagin g portions intdriving; and drivenrelation, and. means for'periedically mov ing: one of said: members longitudinal of its to correspondin ly vary the rotationali speed of said valve;

Shin! an intennal combustion, engine hav-- ing a ported cylinder-and a val-we arranged. for revolutions therein. to control the ports thereof, driving means forsairlf valve and including rotating members having helical: intermeshing teeth, said. valve; being associated withthe driven, of saidimembens. for movement therewith, andimeans for effectder ponts, and a. he

ing longitudinal componentsof valve move.-

thereof, driving means for said; valve and including rotating, members having helical inteiuneshingj-teetlt, a icam means ll/SSQCl. ated with one ofsaid. n embers to control its relation: with the: other member whereby the speed of the-vaivewill bGlCflllSQCli to vary( In an internal combustion engine having a ported cylinder and a: valve arranged for revolution therein to control the ports thereof, driving means for said valve and including 'otating members having helical intermesliing teeth, said: valve being associatedwith. the driven of saidmembers for movement therewith, ai id cam" means associatedi with saidiinember toadvance the same" againstthe other member in timed relation: W'th the valve travel whereby said valve will. have longitudinal components movement and its rotational speed will vary in timed relation with the opening and closing of said ports.

12. In an internal combustion engine having a ported cylinder and a valve arranged for revolution therein to control the ports thereof, driving means for said valve and including rotating members having helical intermeshing teeth, and. cam means associated with one of said members to advance the same against the other member as said ports are opened and closed by the valve, whereby port-opening and port-closing valve speeds are greater than mean valve speed.

18. In an internal combustion engine having a ported cylinder and a valve arranged for revolution therein to control the ports thereof, driving means for said valve and including rotating members having helical intermeshing teeth, and cam means associated with one of said members to control its relation with the other member and arranged to allow recession of said associated member during the combustion period in said cylinder whereby the valve speed during said period is less than the mean valve speed.

14. I11 an internal combustion engine, a ported cylinder, a sleeve valve arranged for control of the cylinder ports, a valve actuating member positioned about and having driving relation with said valve, said cylinder having a transverse opening adapted to allow removal of said actuating member dependent upon removal of said valve therefrom, and having bearing surfaces for said valve on both sides of said actuating member.

15. In an internal combustion engine, a ported cylinder, a valve adapted [for rotational movement to control the ports thereof, a valve driving member arranged for rotational movement with a longitudinal variant thereof, and driving connections between said valve and said driving member and adapted to cause said valve to follow said driving member but allow limited variation therefrom in motion.

16. In an internal combustion engine having a plurality of ported combustion chambers, and for each a sleeve valve arranged for revolution to control the ports thereof, driving means for said valves and includ ing means for individually increasing the port opening and port closing speeds of the valves.

17 In an internal combustion engine having a plurality of ported combustion chambers and for each a valve arranged for revolution to control the ports thereof, driving means for said valves and including a ring gear for each valve, a shaft, a plurality of helical gears on said shaft each meshing with one of said ring gears, and means for effecting individual longitudinal adjustment signature.

FRANK R. HIGLEY. 

